Aerial survey image capture system

ABSTRACT

An aerial survey image capture system for a survey aircraft is disclosed. The system comprises a camera system arranged to capture successive images of ground beneath a survey aircraft. The camera system has associated camera parameters, and a loss of separation (LOS) avoidance system for a survey aircraft. The LOS avoidance system is arranged to determine a predicted closest point of approach (CPA) distance between the survey aircraft and the nearby aircraft based on their locations and movements, compare the CPA distance with a defined minimum separation distance corresponding to a LOS, and determine an estimate for at least one navigation parameter of the survey aircraft required for the CPA distance to remain above the defined minimum separation distance. The system is further arranged to modify camera system parameters so as to at least partially compensate for a change in survey efficiency when the estimated at least one navigation parameter is used to navigate the survey aircraft.

FIELD OF THE INVENTION

The present invention relates to an aerial survey image capture systemfor a survey aircraft.

BACKGROUND OF THE INVENTION

A survey aircraft typically includes an aerial camera system that isarranged to capture ground images.

Typically, the aerial camera system is mounted to an underside portionof the survey aircraft and ground images are captured as the surveyaircraft moves along defined flight lines. The system is arranged tocapture multiple images for each ground feature, which enables aphotogrammetric solution, such as a bundle adjustment process, to beapplied to the captured images in order to determine a best casesolution for interior and exterior orientation information associatedwith each camera used and the images captured by each camera. Thesolution produced by the bundle adjustment process may then be used forfurther processing, such as 3D reconstruction, and to produce outputproduct such as nadir and/or oblique photomaps and elevation datasets.

In order to improve the photogrammetric solution produced by the bundleadjustment process, the number of images taken for each ground featuremust be increased, and typically this is achieved by capturing imagesmore frequently so that the overlap between successively captured imagesis increased, by ensuring that sufficient overlap exists betweenadjacent flight lines, and by ensuring that images are taken fromappropriate angles for each point on the ground.

In order to produce a good photogrammetric solution, a redundancy ofabout 10 is generally required, but with a relatively long associatedfocal length for each image and relatively large image overlaps, theratio of distance between camera locations at image capture and distanceto target (the ‘base-to-height’ ratio) is relatively small, whichaffects accuracy of the photogrammetric solution.

Productivity of an aerial camera system is determined according to theamount of ground area captured per hour at a given resolution.Therefore, since flying costs are primarily determined on an hourlyrate, if a system captures more ground area per hour, then the cost perunit area decreases. Additionally, it is desirable to only capture theminimum amount of data required for a given area for it to be processedto the desired accuracy and output product requirements.

All aircraft operating in controlled airspace under Instrument FlightRules are required to maintain a minimum separation from other aircraftat all times. This is accomplished by air traffic controllers monitoringposition and velocity of all aircraft in the controlled airspace andproviding directions to aircraft to ensure adequate separation for safeflight.

Airspace management jurisdictions around the world require that twoseparation conditions are achieved:

-   -   1. horizontal separation minima for aircraft flying at the same        or similar altitude; and    -   2. vertical separation minima for aircraft at the same or        similar latitude and longitude.

Air traffic controllers apply separation standards to keep aircraftoperating in controlled airspace and at airports with an operationalcontrol tower a minimum distance apart.

When two aircraft are separated by a distance that is less than aminimum separation distance defined by airspace classification, a lossof separation (LOS) situation is considered to exist, and air trafficcontrollers are prompted to intervene to instruct the pilots of one orboth of the aircraft to take positive evasive action. A LOS does notnecessarily mean that the two aircraft involved were at actual risk ofcolliding, rather that separation standards according to the relevantairspace classification were not maintained.

The parameters that may be changed to provide adequate separationbetween aircraft on converging flight paths include course, speed oraltitude and changes to one or more of these parameters may be made toeither or both aircraft.

Aerial survey aircraft are required to fly along predetermined flightlines which are generally parallel and at a fixed spacing. Minordeviations from the defined flight lines can be tolerated and imageacquisition can continue. However, substantial deviation vertically orhorizontally from the defined flight lines requires image acquisition tobe suspended. The image acquisition can only recommence when theaircraft returns to the interrupted flight line at the location wherethe image acquisition was previously suspended.

Regularly Scheduled Passenger Transport (RPT) aircraft in most airspacejurisdictions have priority over other civilian aircraft when airtraffic controllers make a decision about which of two aircraft on aconverging flight path is to be diverted. Survey aircraft generally havethe lowest priority compared to other airspace users. As a consequence,survey aircraft operating in controlled airspace will have a muchgreater likelihood of deviation from the respective planned flight linesthan other air traffic.

However, deviation of a survey aircraft from planned flight lines causessignificant loss of survey productivity because survey time is lostbetween suspension and recommencement of a survey flight and because ofadditional fuel required.

SUMMARY OF THE INVENTION

In the present specification, it will be understood that the ‘closestpoint of approach’ (CPA) is a distance value indicative of the predictedminimum distance between two aircraft as the aircraft move relative toeach other. The CPA value is indicative of the risk of a collisionbetween the two aircraft.

It will also be understood that in the present specification the‘minimum separation distance’ is the distance defined by airspaceclassification between two aircraft at which a Loss of Separation (LOS)situation exists, and air traffic control is required to intervene toprovide directions to one or both of the aircraft to make a change tothe direction of travel.

In accordance with a first aspect of the present invention, there isprovided an aerial survey image capture system for a survey aircraftnavigable using navigation parameters that include altitude, speed anddirection, the system comprising:

-   -   a camera system arranged to capture successive images of ground        beneath a survey aircraft as the survey aircraft travels on a        defined flight path, the camera system having associated camera        parameters indicative of image capture characteristics of the        camera system;    -   a loss of separation (LOS) avoidance system for a survey        aircraft;    -   the LOS avoidance system arranged to:        -   receive information indicative of the location and movement            of the survey aircraft and to receive information indicative            of the location and movement of a nearby aircraft in the            vicinity of the survey aircraft;        -   determine a predicted closest point of approach (CPA)            distance between the survey aircraft and the nearby aircraft            based on the received information indicative of the location            and movement of the survey aircraft and the information            indicative of the location and movement of the nearby            aircraft;        -   compare the CPA distance with a defined minimum separation            distance corresponding to a loss of separation (LOS); and        -   determine an estimate for at least one navigation parameter            of the survey aircraft that is required for the CPA distance            to remain above the defined minimum separation distance;    -   the system further comprising:    -   a camera parameter modifier arranged to produce modified camera        system parameters in response to the estimated at least one        navigation parameter, the modified camera system parameters        modifying characteristics of image capture by the camera system        so as to at least partially compensate for a change in survey        efficiency when the estimated at least one navigation parameter        is used to navigate the survey aircraft.

In an embodiment, the camera parameter modifier comprises an imagecapture controller arranged to control the rate of image capture by thecamera system so as to at least partially compensate for a change insurvey efficiency when the estimated at least one navigation parameteris used to navigate the survey aircraft.

The image capture controller may be arranged to increase or reduce therate of image capture by the camera system so as to at least partiallycompensate for a change in survey efficiency when the estimated at leastone navigation parameter is used to navigate the survey aircraft.

The image capture controller may be arranged to increase or reduce therate of image capture by the camera system so as to modify the amount ofoverlap between adjacent captured images when the estimated at least onenavigation parameter is used to navigate the survey aircraft.

In an embodiment, the system comprises an image capture rate calculatorarranged to calculate the image capture rate required in order to atleast partially compensate for a change in survey efficiency when theestimated at least one navigation parameter is used to navigate thesurvey aircraft, the image capture rate calculator arranged to providethe image capture controller with the calculated required image capturerate.

In an embodiment, the image capture rate calculator is arranged tocalculate the image capture rate using the following formula:

${Tcycle} = {2*{{TAN}\left( \frac{FoV}{2} \right)}*A*\frac{1 - 0}{V}}$

where T_(cycle) is the image capture rate in seconds, FoV is the alongtrack field of view of an image footprint in degrees, A is the altitudeof the survey aircraft in metres, and O is the forward overlap (%) ofadjacent captured images.

In an embodiment, the camera parameter modifier comprises a cameramovement controller arranged to control movement characteristics of thecamera system so as to at least partially compensate for a change insurvey efficiency when the estimated at least one navigation parameteris used to navigate the survey aircraft.

In an embodiment, the camera system includes a camera assembly arrangedto sweep as images are captured, and the camera movement controller isarranged to increase or reduce the rate of sweep or the range of sweepof the camera assembly so as to modify the amount of overlap betweenadjacent captured images when the estimated at least one navigationparameter is used to navigate the survey aircraft.

The camera movement controller may be arranged to control movementcharacteristics of the camera system so as to at least partiallycompensate for a change in survey efficiency when the estimated at leastone navigation parameter is used to navigate the survey aircraft and theimage capture rate calculated by the image capture rate calculator is ator above the maximum image capture rate of the camera system.

In an embodiment, the system comprises an ADS-B data receiving devicearranged to receive information indicative of the location and movementof nearby aircraft in the vicinity of the survey aircraft. The ADS-Bdata receiving device may be located on the survey aircraft or at aground location in the vicinity of the survey aircraft.

In an embodiment, the system comprises a GPS device located on thesurvey aircraft, the system arranged to use the GPS device to produceinformation indicative of the location and movement of the surveyaircraft.

In an embodiment, the estimate for the at least one navigation parameterof the survey aircraft that is required for the CPA distance to remainabove the defined minimum separation distance is determined at a groundlocation and wirelessly communicated to the survey aircraft.

In an embodiment, the information indicative of the location andmovement of the survey aircraft includes altitude, speed, position andbearing information.

In an embodiment, the information indicative of the location andmovement of the nearby aircraft includes altitude, speed, position andbearing information.

In an embodiment, the system is arranged to calculate the time to theclosest point of approach (CPA) distance based on the informationindicative of the location and movement of the nearby aircraft and theinformation indicative of the location and movement of the surveyaircraft.

In an embodiment, the system is arranged to calculate the closest pointof approach (CPA) distance using the calculated time to the closestpoint of approach (CPA) distance.

In an embodiment, the system is arranged to display on the surveyaircraft the at least one navigation parameter of the survey aircraftthat is required for the CPA distance to remain above the definedminimum separation distance.

In an embodiment, the system is arranged to produce audible informationindicative of the at least one navigation parameter of the surveyaircraft that is required for the CPA distance to remain above thedefined minimum separation distance.

In an embodiment, the at least one navigation parameter includes speedof travel of the survey aircraft.

In an embodiment, the at least one navigation parameter includesaltitude of the survey aircraft.

In an embodiment, the at least one navigation parameter includes courseof the survey aircraft.

In an embodiment, the system is arranged to determine it whether thesurvey aircraft and the nearby aircraft are at different altitudesconverging towards the same altitude, and if so, the system is arrangedto calculate the predicted altitudes of the survey aircraft and thenearby aircraft at the CPA distance.

In an embodiment, if the altitude of the survey aircraft at the CPAdistance and the altitude of the nearby aircraft at the CPA distance arenot substantially the same, the system is arranged such that an estimatefor the speed and/or direction of travel of the survey aircraft is notdetermined.

In accordance with a second aspect of the present invention, there isprovided a method of capturing aerial survey images in a survey aircraftnavigable using navigation parameters that include altitude, speed anddirection, the method comprising:

-   -   capturing successive images of ground beneath a survey aircraft        as the survey aircraft travels on a defined flight path using a        camera system, the camera system having associated camera        parameters indicative of image capture characteristics of the        camera system;    -   receiving information indicative of the location and movement of        the survey aircraft;    -   receiving information indicative of the location and movement of        a nearby aircraft in the vicinity of the survey aircraft;    -   determining a predicted closest point of approach (CPA) distance        between the survey aircraft and the nearby aircraft based on the        received information indicative of the location and movement of        the survey aircraft and the information indicative of the        location and movement of the nearby aircraft;    -   comparing the CPA distance with a defined minimum separation        distance corresponding to a loss of separation (LOS);    -   if the CPA distance is less than the defined minimum separation        distance, determining an estimate for at least one navigation        parameter of the survey aircraft that is required for the CPA        distance to remain above the defined minimum separation        distance;    -   producing modified camera system parameters in response to the        estimated at least one navigation parameter, the modified camera        system parameters modifying characteristics of image capture by        the camera system so as to at least partially compensate for a        change in survey efficiency when the estimated at least one        navigation parameter is used to navigate the survey aircraft.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will now be described, by way of example only,with reference to the accompanying drawings, in which:

FIG. 1 is a block diagram representing an aerial survey image capturesystem in accordance with an embodiment of the present invention;

FIG. 2 is a block diagram representing a target speed estimator of thesystem shown in FIG. 1;

FIG. 3 is a block diagram representing features of a camera parametermodifier responsive to a change in aircraft navigation parameters;

FIG. 4 is a diagrammatic representation illustrating respective flightdirections of a survey aircraft and an aircraft located in the vicinityof the survey aircraft;

FIG. 5 is a diagrammatic representation illustrating respective flightpaths of a survey aircraft and an aircraft located in the vicinity ofthe survey aircraft and distances between the aircraft at differenttimes;

FIG. 6 is a flow diagram illustrating a method of avoiding a loss ofseparation (LOS) between a survey aircraft and an aircraft located inthe vicinity of the survey aircraft; and

FIG. 7 is a flow diagram illustrating a method of substantiallymaintaining survey efficiency notwithstanding changes in aircraftnavigation parameters.

DESCRIPTION OF AN EMBODIMENT OF THE INVENTION

Automatic Dependent Surveillance-Broadcast (ADS-B) is a cooperativesurveillance technology whereby an aircraft determines its positionusing satellite navigation techniques and periodically broadcasts theposition information. The information can be received by air trafficcontrol ground stations as a replacement or supplement for secondaryradar. The position information can also be received by other aircraftto provide situational awareness and allow operators of the otheraircraft to self-manage the separation distance between the twoaircraft.

The present system uses an ADS-B data receiving device, for exampledisposed on a survey aircraft, to monitor the identity, position, speed,heading, altitude and rate of climb/descent of all aircraft within theproximity of the survey aircraft, determines whether any of the nearbyaircraft are converging with the survey aircraft, and predicts theclosest point of approach (CPA) between the survey aircraft and thenearby aircraft. If there is a potential loss of separation (LOS)situation, the system estimates the change in survey aircraft speedrequired to ensure the required minimum separation between the aircraftis achieved, and displays or otherwise communicates the estimated speedto aircraft operators.

In a variation of the system, instead of calculating and displaying toan aircraft operator the change in survey aircraft speed required tomaintain a minimum separation distance between the survey aircraft, thesystem may calculate and display a change in altitude that is requiredin order to maintain the minimum separation distance.

It will be understood that monitoring of ADS-B data and calculation ofspeed changes can occur in the survey aircraft, or at a ground-basedstation and the results produced at the ground-based station transmittedto the aircraft.

Additionally, or alternatively, any other traffic databases that provideadditional information about aircraft flight destinations, such asairline schedules, may be additionally used to predict intended changesto flight paths.

The system is also arranged to automatically modify camera parameters,such as image capture parameters and/or camera assembly movementparameters in response to a change in survey aircraft navigationparameters so that a significant change in survey efficiency is avoided.

Changes in survey aircraft navigation parameters in order to avoid a LOSsituation can affect survey efficiency, for example in terms of qualityof images produced daring a survey and/or a reduction in imageprocessing capability or efficiency.

For example, if an aircraft operator changes the speed of a surveyaircraft with no change to the timing of image capture, the overlapamount between adjacent captured images in a direction parallel to thedirection of travel of the survey aircraft will change. An increase insurvey aircraft speed will result in a decrease in image overlap, whilea decrease in survey aircraft speed will result in an increase in imageoverlap. This has a significant impact on image processing, inparticular calculation of a photogrammetric solution, such as a bundleadjustment process, because a particular amount of overlap betweenadjacent images is required in order to obtain a best case solution forinterior and exterior orientation information associated with eachcamera used and the images captured by each camera.

In order to at least partially compensate for changes in image overlapcaused by changes in aircraft speed, the system may be arranged toautomatically modify the speed of image capture. For example, if thespeed of the aircraft is reduced to avoid a LOS situation, the amount ofoverlap between adjacent images will increase. In response, the systemmay be arranged to automatically increase the time between capture ofsuccessive images in order to compensate for this and thereby reduce theoverlap between adjacent captured images.

Alternatively, in a survey aircraft that includes a camera assembly thatsweeps laterally in order to capture more images across a directiongenerally perpendicular to the direction of travel of the surveyaircraft, at least partial compensation for a change in image overlapcan be achieved by changing the scanning cycle time of the cameraassembly. For example, the speed of rotation of the camera assembly orthe maximum range of the scanning sweep may be changed.

The important aspect is that a modification is automatically made tocamera parameters, such as the timing of image capture or the movementcharacteristics of the camera assembly, in order to at least partiallycompensate for changes in image capture characteristics due to changesin navigation parameters, such as aircraft speed, altitude or directionof travel.

Referring to the drawings, FIG. 1 shows an aerial survey image capturesystem 10, in this example located on a survey aircraft.

The system 10 includes an aircraft navigation parameter estimator, inthis example a target speed estimator 12, arranged to calculate a targetsurvey aircraft speed indicative of a survey aircraft speed at which theminimum separation distance will be maintained. The target speed iscalculated using location and movement data indicative of the locationsand movements of nearby aircraft obtained from an automatic dependentsurveillance-broadcast (ADS-B) data receiving device 14, and locationand movement data indicative of the location and movement of the surveyaircraft obtained from a GPS device 16 on the survey aircraft. Thecalculated target speed is presented to an aircraft operator on adisplay 18, but may be communicated to the aircraft operator orally, ordirectly input to the aircraft so as to automatically change the speedof the aircraft.

The calculated speed is also provided to a camera parameter modifier 17that determines a camera system modification to be made to the camerasystem 19, such as the timing of image capture or the movementcharacteristics of a camera assembly of the camera system, in order toat least partially compensate for changes in image capturecharacteristics due to changes in navigation parameters, such asaircraft speed, altitude or direction of travel. The determined camerasystem modification determined by the camera parameter modifier 17 isused by the camera system 19 to modify one or more parameters of camerasystem operation, such as timing of image capture, or camera assemblymovement characteristics. For example, in an arrangement wherein thecamera system is arranged to sweep transversely as images are captured,the sweep speed or sweep range of the camera assembly may be modified.

It will be understood that instead of using the target survey aircraftspeed calculated by the target speed estimator 12 to determine thecamera system modification, the actual speed change made to the aircraftmay be used, because the speed change actually made to the aircraft maydiffer from the aircraft speed change suggested by the target speedestimator 12.

The target speed estimator 12 is shown in more detail in FIG. 2 andincludes a time to CPA (t_(CPA)) calculator 20 arranged to calculate theestimated time to the CPA distance based on the location and movementdata from the ADS-B data receiving device 14 and the GPS device 16. Inthis example, the location and movement data from the ADS-B device 14includes GPS coordinates 22 of nearby aircraft, velocity values 24 fornearby aircraft and bearing values 26 for nearby aircraft. Similarly,the location and movement data from the GPS device 16 includes GPScoordinates 30 of the survey aircraft, a velocity value 32 of the surveyaircraft and a bearing value 34 for the survey aircraft.

The target speed estimator 12 also includes a CPA distance calculator 36arranged to calculate the CPA distance using the calculated time to CPA(t_(CPA)), and a distance comparator 37 arranged to compare the CPAdistance to the minimum separation distance. If the CPA distance isgreater than the minimum separation distance, then the nearby aircraftis ignored.

The target speed estimator 12 also includes a target speed calculator 38arranged to calculate an estimate of the speed at which the surveyaircraft should fly in order to maintain the CPA distance above theminimum separation distance and thereby avoid a LOS situation. Thetarget speed calculator 38 calculates a speed estimate when the CPAdistance is less than or approximately equal to the minimum separationdistance.

While in this example the aircraft navigation parameter estimatorcalculates navigation parameters, in the present embodiment an estimatedaircraft speed, in order to avoid a LOS situation, the aircraftnavigation parameter estimator may also take into consideration surveyefficiency in terms of image capture and subsequent image processing,and also survey efficiency in terms of fuel used.

An example camera parameter modifier 17 is shown in more detail in FIG.3 and includes an image capture rate calculator 37 arranged to calculatethe image capture rate required in order to maintain the image overlapbetween adjacent captured images in a direction parallel to thedirection of aircraft travel substantially constant as the speed of theaircraft changes. The camera parameter modifier 17 also includes animage capture controller 39 that responds to the calculated imagecapture rate and produces control signals for the camera assembly 41 tocontrol the timing of image capture by cameras of the camera assembly41.

In this example, the camera parameter modifier 17 also includes a cameramovement controller 40 that responds to the calculated image capturerate and/or a change in speed and/or altitude 30 and produces controlsignals for the camera assembly 41 to control other parameters of thecamera assembly, in this example movement parameters of cameras of thecamera assembly 41.

In a system that includes an image capture rate calculator 37 and animage capture controller 39 arranged to control the timing of imagecapture by cameras of the camera assembly 41, if the calculated imagecapture rate is higher than the camera assembly is able to accommodate,then one or more alternative parameters of the camera assembly may bemodified, for example using the camera movement controller 40. In anexample that includes a camera assembly 41 arranged to sweeptransversely as images are captured, the camera movement controller 40is arranged to respond to the calculated image capture rate and producecontrol signals to control the sweep speed or sweep range of the cameraassembly 41.

However, while the camera parameter modifier 17 in this example includesfunctionality for modifying the image capture rate or movementparameters of cameras of the camera system, it will be appreciated thatthe camera parameter modifier 17 may include functionality associatedwith any other parameter of the camera system that affects surveyefficiency in terms of image capture and/or image processing isenvisaged.

Referring to FIGS. 4 and 5, an example is shown of a survey aircraft 42travelling in a direction indicated by arrow 44, and a nearby aircraft46 travelling in a different direction indicated by arrow 48. The speedof the survey aircraft is u, the speed of the nearby aircraft is v, theposition vector of the survey aircraft is P_(A) and the position vectorof the nearby aircraft is P_(H).

As shown more particularly in FIG. 5, the separation distance betweenthe survey aircraft 42 and the nearby aircraft 46 is d and three valuesfor the separation distance d1, d2 and d3 are shown at different times.

If the separation distance d is at any time less than the prescribedminimum separation distance according to the relevant airspaceclassification, then a LOS situation exists and air traffic controllerswill intervene and direct one or both pilots to change course.

An example method of calculating the target speed at which the surveyaircraft should fly in order to maintain the separation distance abovethe minimum separation distance and thereby avoid a LOS situation isdescribed below. However, it will be understood that any suitablecalculation method is envisaged.

For each ADS-B transmission received by the survey aircraft from otheraircraft in the vicinity of the survey aircraft, the target speedestimator 12 determines the speed required by the survey aircraft inorder to avoid a potential loss of separation (LOS) situation.

The time to CPA calculator 20 determines the amount of time (t_(CPA)) tothe CPA distance, in this example using the following methodology.

The latitude & longitude coordinates (LL_(A)) of the survey aircraft 42and the latitude & longitude coordinates (LL_(B)) of the nearby aircraft46 are provided respectively by the GPS device 16 and the ADS-B datareceiving device 14. In the present example, the latitude & longitudecoordinates are:

${LL}_{A}:=\begin{pmatrix}{{- 34.719}\mspace{14mu} \deg} \\{149.469\mspace{14mu} \deg}\end{pmatrix}$ ${LL}_{B}:=\begin{pmatrix}{{- 34.324}\mspace{14mu} \deg} \\{147.794\mspace{14mu} \deg}\end{pmatrix}$

The GPS device 16 and the ADS-B data receiving device 14 alsorespectively provide the altitude (A_(A)), heading (ϕ_(A)) and speed(V_(A)) of the survey aircraft and the altitude (A_(B)), heading (ϕ_(B))and speed (V_(B)) of the nearby aircraft. In the present example, thealtitudes, headings & speeds are:

-   -   A_(A):=30200 ft    -   A_(B):=31000 ft    -   ϕ_(A):=350 deg    -   ϕ_(B):=71 deg    -   V_(A):=220 kts    -   V_(B):=450 kts

The survey aircraft 42 is used as the coordinate reference frame origin(north up), and therefore its position vector is:

$P_{A}:=\begin{pmatrix}{0\mspace{14mu} {NM}} \\{0\mspace{14mu} {NM}}\end{pmatrix}$

The relative initial position of the nearby aircraft 46 can becalculated using a simple equi-rectangular projection, since errors aresmall given the relatively small distance compared to the curvature ofthe earth. The altitude is assumed to be at sea level (6371 km absoluteEarth centric) because the effect of altitude on the calculation isnegligible relative to the accuracy required. The relative initialposition of the nearby aircraft 46 is given by;

$P_{B}:=\begin{bmatrix}{{\left( {{LL}_{B_{1}} - {LL}_{A_{1}}} \right) \cdot {\cos \left( {LL}_{A_{0}} \right)} \cdot 6371}\mspace{14mu} {km}} \\{{\left( {{LL}_{B_{0}} - {LL}_{A_{0}}} \right) \cdot 6371}\mspace{14mu} {km}}\end{bmatrix}$

which for the latitude & longitude coordinates for the nearby planeprovided above gives;

$P_{B} = {\begin{pmatrix}{- 82.662} \\23.716\end{pmatrix}\mspace{11mu} {NM}}$

Converting velocity magnitude and bearing values to Cartesian vectorcomponents for the respective aircraft velocities u and v:

$\text{u}:={V_{A} \cdot \begin{pmatrix}{\sin \mspace{11mu} \left( \varphi_{A} \right)} \\{\cos \mspace{11mu} \left( \varphi_{A} \right)}\end{pmatrix}}$ $\text{v}:={V_{B} \cdot \begin{pmatrix}{\sin \mspace{11mu} \left( \varphi_{B} \right)} \\{\cos \mspace{11mu} \left( \varphi_{B} \right)}\end{pmatrix}}$

which for the nearby plane 46 provided above gives:

$v = \begin{pmatrix}218.888 \\75.369\end{pmatrix}$

and for the survey aircraft 42 given above gives:

$u = \begin{pmatrix}{- 19.653} \\111.458\end{pmatrix}$

The position vector of the survey aircraft 42 can be representedparametrically as a function of time t in the form:

P _(A)(t):=P _(A) +t·k·u

where P_(A) is the position vector corresponding to the current positionof the survey aircraft 42, P_(A)(t) is the position vector correspondingto the position of the survey aircraft 42 at time t, and k is a speedfactor representing modification of the velocity of the survey aircraft42.

The position vector of the nearby aircraft 46 is similarlyparametrically represented but the nearby aircraft 46 is assumed to beflying at constant velocity so no speed factor is required:

P _(B)(t):=P _(B) +t·v

where P_(B) is the position vector corresponding to the current positionof the nearby aircraft 46, and P_(B)(t) is the position vectorcorresponding to the position of the nearby aircraft 46 at time t.

The initial distance between the survey aircraft 42 and the nearbyaircraft 46 is given by:

w ₀ :=P _(A)(0)−P _(B)(0)

and the parametric form of the distance vector is:

w(t,k):=w ₀ +t·(k·u−v)

The magnitude of the distance vector is therefore:

d(t,k):=|w(t,k)|

Defining:

D(t,k):=d(t,k)²

gives;

D(t,k)=(k·u−v)·(k·u−v)·t ²+2·w ₀·(k·u−v)·t+w ₀ ·w ₀

Since d(t,k) is a minimum when D(t,k) is also a minimum, the minimumd(t,k) is found by solving:

$0 = {{\frac{d}{dt}{D\left( {t,k} \right)}} = {{2 \cdot t \cdot \left\lbrack {\left( {{k \cdot u} - v} \right) \cdot \left( {{k \cdot u} - v} \right)} \right\rbrack} + {2 \cdot w_{0} \cdot \left( {{k \cdot u} - v} \right)}}}$

This provides a solution for t and a given k at the Closest Point ofApproach (CPA):

${t{\,_{CPA}(k)}\text{:}} = \frac{{- w_{0}} \cdot \left( {{k \cdot u} - v} \right)}{\left( {{{k \cdot u} - v}} \right)^{2}}$

and a solution for the distance (designated d_(CPA)) between theaircraft at the CPA by substituting t_(CPA) back into d(t,k).

In the present example, with k=1 (no modification of survey aircraftspeed), the distance at the CPA is 11.084 NM. That is, for k=1:

d(t _(CPA)(k),k)=11.084 NM

As illustrated in FIG. 5, the varying length of the distance vectord(1), d(2) and d(3) at respective times t=1, 2 and 3 show thatconverging aircraft move towards a minimum distance d(t_(CPA)) att_(CPA) then diverge. If t_(CPA) is a negative number, then the aircraftare diverging, that is, the CPA occurs in the past.

If the minimum distance d(t_(CPA)) is less than the minimum separationdistance then the survey aircraft speed must be altered in order tocause an increase in the determined minimum distance d(t_(CPA)) togreater than the required minimum separation distance.

The required survey aircraft speed to achieve this is calculatediteratively by the target speed calculator 38 by varying the speedfactor k until an aircraft velocity value is produced that provides arequired separation distance d(t_(CPA)) at the CPA distance that isgreater than the minimum separation distance.

After the target speed is calculated by the target speed calculator 38,the target speed is displayed or otherwise communicated to the aircraftoperator, and the aircraft operator modifies the speed of the aircraftto match the target speed.

In this way, during a survey a LOS situation is avoided to and thelikelihood of the survey aircraft receiving an instruction from trafficcontrol to take evasive action, such as change course, is much reduced.

It will be appreciated that since the survey aircraft is unlikely toreceive an instruction from traffic control to take evasive action, thelikelihood that the survey aircraft will be required to divert from aplanned survey line is also much reduced.

Referring to FIG. 6, a flow diagram 54 is shown that illustrates steps56-82 of a method of avoiding a loss of separation (LOS) between asurvey aircraft and an aircraft located in the vicinity of the surveyaircraft.

At steps 56, 58 and 60, the time (t_(CPA)) to the CPA distance iscalculated and based on the calculated t_(CPA) value a determination ismade as to whether the survey aircraft and the nearby aircraft areconverging or diverging, for example based on whether the calculatedtime t_(CPA) is positive or negative. If the two aircraft are diverging62, then the nearby aircraft is discarded 82.

If however the two aircraft are converging 62, and the two aircraft areat a similar altitude and maintaining the same altitude 64, then thedistance (d_(CPA)) between the aircraft at the CPA distance iscalculated 74 and compared with the minimum separation distance 76. Ifadequate separation exists, then the nearby aircraft is discarded 82. Ifthe distance (d_(CPA)) between the aircraft at the CPA distance isinadequate 76, then a new speed for the survey aircraft is calculated 78that corresponds to a distance (d_(CPA)) between the aircraft at the CPAdistance greater than the minimum separation distance, and the new speedis communicated to the pilot of the survey aircraft.

If the two aircraft are converging 62, and the two aircraft are atdifferent altitudes but moving towards each other, then the projectedaltitude at the CPA distance is calculated 70. If the two aircraft willhave a similar altitude at CPA 72, then the distance (d_(CPA)) betweenthe aircraft at the CPA distance is calculated 74.

As above, if adequate separation exists, then the nearby aircraft isdiscarded 82. If the distance (d_(CPA)) between the aircraft at the CPAdistance is inadequate 76, then a new speed for the survey aircraft iscalculated 78 that corresponds to a distance (d_(CPA)) between theaircraft at the CPA distance greater than the minimum separationdistance, and the new speed is communicated to the pilot of the surveyaircraft.

If the two aircraft will not have a similar altitude at CPA 72, then thenearby aircraft is discarded 82.

Referring to FIG. 7, a flow diagram 90 is shown that illustrates steps92-100 of an example method of substantially maintaining surveyefficiency notwithstanding changes in aircraft navigation parameters.

The flow diagram 90 relates to a camera system that includes a cameraassembly arranged to sweep transversely as images are captured, andmodifiable camera parameters include timing of image capture, speed ofsweep of the camera assembly, and range of sweep of the camera assembly.However, it will be understood that the present system and method isapplicable to other camera systems that have other modifiable cameraparameters that affect survey efficiency, in particular the number andquality of images produced and/or efficiency of image processing.

At step 92, the required speed or altitude change to the survey aircraftis predicted, for example according to the flow diagram 54 shown in FIG.6, and at step 94, the camera parameter modifier 17 makes adetermination as to whether modification of the image capture rate ispossible in order to at least substantially maintain survey efficiency.If so, then the image capture speed is modified 96 to compensate forchanges in aircraft speed or altitude. If not, then other cameraparameters are modified, in this example the sweep speed or sweep rangeof the camera assembly 41.

As an alternative, both the image capture speed and at least one othercamera parameter may be modified 96 to compensate for changes inaircraft speed or altitude.

With a survey aircraft provided with a camera system that includes acamera assembly arranged to sweep transversely as images are captured,if the sweep range is reduced or increased in response to a change innavigation parameters of the survey aircraft, this may result in anasymmetrical footprint of captured images. In order to compensate forthis, the system may be arranged to increase the sweep range on the nextflight line at a location corresponding to the reduction in sweep range,or the subsequent flight line spacings could be adjusted to ensure thata minimum desired overlap exists.

In an alternative example, instead of speed, the altitude of the surveyaircraft is increased or decreased in response to an expected LOSsituation. If the altitude is increased, the effective resolution ofcaptured images decreases and the overlap between adjacent imagesincreases. In order to maintain the image overlaps substantially thesame, the camera parameter modifier 17 may reduce the speed of captureof images and/or reduce the sweep time (if the camera assembly isarranged to sweep transversely as images are captured). Optionally, theflight speed may also be increased so that the camera is operating atoptimum speed.

If the altitude is decreased, the effective resolution of capturedimages increases and the overlap between adjacent images decreases. Inorder to maintain the image overlaps substantially the same, the cameraparameter modifier 17 may increase the speed of capture of images and/orincrease the sweep time (if the camera assembly is arranged to sweeptransversely as images are captured).

In a further alternative example, if instead of modifying surveyaircraft speed and/or altitude to compensate for a predicted LOSsituation, the aircraft course is modified then, if possible,appropriate modifications to camera system parameters may be made to atleast partially compensate for the effect on survey efficiency due tochange in survey aircraft direction.

For example, in response to a change in aircraft direction, the camerasystem may be controlled so as to move in an asymmetrical swathe, or toincrease the sweep range, in order to maintain side overlap betweenadjacent images, or the aircraft speed may be reduced in order toprovide increased scanning time.

In a particular example, an aerial survey image capture system ismounted on a survey aircraft. The aerial survey image capture systemincludes a camera system mounted on an underside part of the aircraftand arranged so that a field of view of at least one fixed frame cameraextends downwardly of the aircraft towards the ground. The cameraassembly includes forward track optical compensation that at leastpartially compensates for movement of the aircraft during image capture,for example a mirror arranged to rotate about a transverse axis at aspeed corresponding to the speed of the aircraft.

In this example, the focal length of each fixed frame camera is 300 mm,and 12,000×12,000 pixel images are taken with 80% forward overlap and65% side overlap during normal operation. The along track field of viewof an image footprint of each camera is 11.421°.

In this example, each camera is essentially fixed in that it is notarranged to move as images are captured, for example the camera does notsweep transversely as images are captured, and the aircraft is flown atan altitude of 15,000 feet (4.572 km).

The relationship between the camera cycle time (the camera shot rate),the aircraft speed and the forward overlap % is determined according tothe following formula:

$\begin{matrix}{{Tcycle} = {2*{{TAN}\left( \frac{FoV}{2} \right)}*A*\frac{1 - 0}{v}}} & (1)\end{matrix}$

where T_(cycle) is the camera shot rate in seconds, FoV is the alongtrack field of view of an image footprint in degrees, A is the altitudeof the aircraft in metres, and O is the forward overlap (%) of adjacentcaptured images.

Using this formula, it can be seen that at an aircraft speed of 150 ktas(77.167 m/s), the required camera shot rate for a forward image overlapof 80% is 2.37 s; at an aircraft speed of 200 ktas (102.89 m/s), therequired camera shot rate for a forward image overlap of 80% is 1.78 s;and at an aircraft speed of 250 ktas (128.61 m/s), the required camerashot rate for a forward image overlap of 80% is 1.42 s.

Therefore, using the above formula, and based on a defined targetoverlap between adjacent captured along track images, it is possible tosubstantially maintain the along track overlap by modifying the camerashot rate in response to modification of aircraft speed.

In a further example, an aerial survey image capture system includes acamera system mounted on an underside part of the aircraft and arrangedso that a field of view of at least one camera extends downwardly of theaircraft towards the ground. The camera assembly includes forward trackoptical compensation that at least partially compensates for movement ofthe aircraft during image capture, for example a mirror arranged torotate about a transverse axis at a speed corresponding to the speed ofthe aircraft. The camera assembly is also arranged to scan across trackso as to capture multiple images in a transverse direction as theaircraft travels forwards.

The relationship between the number of shots taken across track in eachscan, the camera cycle time (the camera shot rate), the step timebetween shot positions in milliseconds, and the dwell time for exposureat each shot position in milliseconds is determined according to thefollowing formula:

$\begin{matrix}{{Nshots} = {{FLOOR}\mspace{11mu} \left( {{Tcycle}*\frac{1000}{{Tstep} + {Tdwell}}} \right)}} & (2)\end{matrix}$

where T_(cycle) is the camera shot rate in seconds, N_(shots) is thenumber of shots in each scan across track, T_(step) is the step timebetween shot positions, and T_(dwell) is the dwell time for exposure ateach shot position.

Using formula (1) above, it can be seen that at an aircraft speed of 150ktas (77.167 m/s), the required camera shot rate for a forward imageoverlap of 80% is 2.37 s. Based on a minimum T_(step) (that limitsvelocity, acceleration or jerk on the scanning system) of 50 ms and aminimum T_(dwell) (based on shutter/exposure time, and any time requiredfor the system to “settle” after a step) of 25 ms, and using formula (2)above, 31 shots should be taken across track.

Similarly, at an aircraft speed of 200 ktas (102.89 m/s), the requiredcamera shot rate for a forward image overlap of 80% is 1.78 s. Based ona minimum T_(step) of 50 ms and a minimum T_(dwell) of 25 ms, and usingformula (2) above, 23 shots should be taken across track.

Similarly, at an aircraft speed of 250 ktas (128.61 m/s), the requiredcamera shot rate for a forward image overlap of 80% is 1.42 s. Based ona minimum T_(step) of 50 ms and a minimum T_(dwell) of 25 ms, and usingformula (2) above, 18 shots should be taken across track.

Accordingly, a survey aircraft may operate at a cruising speed of 200ktas (for minimum fuel burn), taking 23 shots across track. If it isnecessary to increase the speed of the aircraft in order to avoid a LOSsituation, for example to 250 ktas, the number of shots taken is reducedin this example to 18. The scan direction may also be offset slightly toone side so as to maintain overlap with existing captured imagery.

On the next flight line, at a location corresponding to the location atwhich the number of shots taken was reduced, the aircraft speed may bereduced to 150 ktas to and the number of shots taken across trackincreased to 31, also offset to one side. In this way, a degree ofcompensation is provided in order to maintain desired overlap &coverage, without having to adjust flight lines, or re-fly a line.

Modifications and variations as would be apparent to a skilled addresseeare deemed to be within the scope of the present invention.

1-49. (canceled)
 50. An aerial survey image capture system comprising: acamera system arranged to capture successive images of ground beneath asurvey aircraft as the survey aircraft travels on a defined flight path;the camera system having associated camera parameters indicative ofimage capture characteristics of the camera system including definedimage overlap between captured images; the defined flight path and thecamera parameters being such that sufficient multiple images areobtained of ground features that a bundle adjustment process can becarried out on the captured images and a photogrammetric solutionproduced based on the captured images; a loss of separation (LOS)avoidance system for the survey aircraft arranged to: receiveinformation indicative of a first location and a first movement of thesurvey aircraft and to receive information indicative of a secondlocation and a second movement of a nearby aircraft in a vicinity of thesurvey aircraft; determine an estimate for at least one navigationparameter of the survey aircraft that maintains a separation distancebetween the survey aircraft and the nearby aircraft above a minimumseparation distance between the survey aircraft and the nearby aircraft;and a camera parameter modifier arranged to produce at least onemodified camera system parameter in response to the estimated at leastone navigation parameter, the modified camera system parameter modifyingat least one characteristic of image capture by the camera system so asto substantially maintain the defined image overlap between capturedimages and thereby at least partially compensate for a change in surveyefficiency when the estimated at least one navigation parameter is usedto navigate the survey aircraft without modifying the defined flightpath.
 51. A system as claimed in claim 50, wherein the camera parametermodifier comprises an image capture controller arranged to control arate of image capture by the camera system so as to at least partiallycompensate for a change in survey efficiency when the estimated at leastone navigation parameter is used to navigate the survey aircraft.
 52. Asystem as claimed in claim 51, comprising an image capture ratecalculator arranged to calculate the image capture rate required inorder to at least partially compensate for a change in survey efficiencywhen the estimated at least one navigation parameter is used to navigatethe survey aircraft, the image capture rate calculator arranged toprovide the image capture controller with the calculated required imagecapture rate.
 53. A system as claimed in claim 50, wherein the cameraparameter modifier comprises a camera movement controller arranged tocontrol movement characteristics of the camera system so as to at leastpartially compensate for a change in survey efficiency when theestimated at least one navigation parameter is used to navigate thesurvey aircraft.
 54. A system as claimed in claim 53, wherein the camerasystem includes a camera assembly arranged to sweep as images arecaptured, and the camera movement controller is arranged to increase orreduce a rate of sweep or a range of sweep of the camera assembly so asto modify an amount of overlap between adjacent captured images when theestimated at least one navigation parameter is used to navigate thesurvey aircraft.
 55. A system as claimed in claim 50, comprising anADS-B device arranged to receive information indicative of the secondlocation and the second movement of the nearby aircraft in the vicinityof the survey aircraft.
 56. A system as claimed in claim 55, wherein theADS-B device is located on the survey aircraft.
 57. A system as claimedin claim 56, wherein the ADS-B device is located at a ground location inthe vicinity of the survey aircraft.
 58. A system as claimed in claim50, wherein the estimate for the at least one navigation parameter ofthe survey aircraft that is required for separation distance to remainabove the minimum separation distance is determined at a ground locationand wirelessly communicated to the survey aircraft.
 59. A system asclaimed in claim 50, wherein the loss of separation (LOS) avoidancesystem is arranged to calculate a time to a closest point of approach(CPA) distance based on the information indicative of the secondlocation and the second movement of the nearby aircraft and theinformation indicative of the first location and the first movement ofthe survey aircraft, and wherein the system is arranged to calculate theclosest point of approach (CPA) distance using a calculated time to theclosest point of approach (CPA) distance.
 60. A system as claimed inclaim 50, wherein the system is arranged to display on the surveyaircraft or produce audible information indicative of at least onenavigation parameter of the survey aircraft that is required for theseparation distance to remain above the minimum separation distance. 61.A system as claimed in claim 50, wherein the at least one navigationparameter includes at least one of a speed of travel of the surveyaircraft and an altitude of the survey aircraft.
 62. A system as claimedin claim 50, wherein the loss of separation (LOS) avoidance system isarranged to determine whether the survey aircraft and the nearbyaircraft are at different altitudes converging towards a same altitude,and if so, the loss of separation (LOS) avoidance system is arranged tocalculate predicted altitudes of the survey aircraft and the nearbyaircraft at a predicted closest point of approach (CPA) distance.
 63. Asystem as claimed in claim 62, wherein if the altitude of the surveyaircraft at the CPA distance and the altitude of the nearby aircraft atthe CPA distance are not substantially the same, the system is arrangedsuch that an estimate for speed and/or direction of travel of the surveyaircraft is not determined.
 64. A method of capturing aerial surveyimages in a survey aircraft navigable using navigation parameters thatinclude altitude, speed and direction, the method comprising: capturingsuccessive images of ground beneath a survey aircraft as the surveyaircraft travels on a defined flight path using a camera system, thecamera system having associated camera parameters indicative of imagecapture characteristics of the camera system including defined imageoverlap between captured images, the defined flight path and the cameraparameters being such that sufficient multiple images are obtained ofground features that a bundle adjustment process can be carried out onthe captured images and a photogrammetric solution produced based on thecaptured images; receiving information indicative of a first locationand a first movement of the survey aircraft; receiving informationindicative of a second location and a second movement of a nearbyaircraft in a vicinity of the survey aircraft; determining an estimatefor at least one navigation parameter of the survey aircraft that isrequired for a separation between the survey aircraft and the nearbyaircraft to remain above a defined minimum separation distance; andproducing at least one modified camera system parameter in response tothe estimated at least one navigation parameter, the at least onemodified camera system parameter modifying at least one characteristicof image capture by the camera system so as to substantially maintainthe defined image overlap between captured images and thereby at leastpartially compensate for a change in survey efficiency when theestimated at least one navigation parameter is used to navigate thesurvey aircraft without modifying the defined flight path.
 65. A methodas claimed in claim 64, comprising controlling a rate of image captureby the camera system so as to at least partially compensate for a changein survey efficiency when the estimated at least one navigationparameter is used to navigate the survey aircraft.
 66. A method asclaimed in claim 65, comprising increasing or reducing the rate of imagecapture by the camera system so as to at least partially compensate fora change in survey efficiency when the estimated at least one navigationparameter is used to navigate the survey aircraft.
 67. A method asclaimed in claim 64, comprising controlling movement characteristics ofthe camera system so as to at least partially compensate for a change insurvey efficiency when the estimated at least one navigation parameteris used to navigate the survey aircraft.
 68. A method as claimed inclaim 67, comprising sweeping a camera assembly as images are captured,and increasing or reducing a rate of sweep or a range of sweep of thecamera assembly so as to modify an amount of overlap between adjacentcaptured images when the estimated at least one navigation parameter isused to navigate the survey aircraft.
 69. A method as claimed in claim64, further comprising: calculating a time to a closest point ofapproach (CPA) distance based on the information indicative of thesecond location and second movement of the nearby aircraft and theinformation indicative of the first location and the first movement ofthe survey aircraft; and calculating the closest point of approach (CPA)distance using the calculated time to the closest point of approach(CPA) distance.
 70. A method as claimed in claim 64, wherein the atleast one navigation parameter includes at least one of a speed oftravel of the survey aircraft and an altitude of the survey aircraft.71. A method as claimed in claim 64, further comprising: determiningwhether the survey aircraft and the nearby aircraft are at differentaltitudes converging towards a same altitude, and if so, calculatingpredicted altitudes of the survey aircraft and the nearby aircraft at apredicted closest point of approach (CPA) distance; and determining anestimate for speed and/or direction of travel of the survey aircraft ifthe altitude of the survey aircraft at the predicted CPA distance andthe altitude of the nearby aircraft at the predicted CPA distance arenot substantially the same.